Apparatus and method for adjusting a gear

ABSTRACT

Apparatus and method for adjusting a gear in a gear train assembly. A first gear with a first rotational center and a second gear with a second rotational center are coupled to an engine. A third gear with a third rotational center is provided to form a first mesh with the first gear. The first mesh has a predetermined minimum backlash. The third gear also forms a second mesh with the second gear. The third gear includes an adjustable positioning mechanism which allows the rotational center of the third gear to be adjusted along a predetermined adjustment path that is substantially tangent to the first mesh. The adjustment mechanism of the third gear allows the minimum backlash of the first mesh to be maintained while the second mesh is adjusted to likewise achieve a generally minimized backlash.

REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationNo. 08/853,341 entitled ANTI-LASH GEAR WITH ALIGNMENT DEVICE filed onMay 8, 1997, now U.S. Pat. No. 5,870,928 and a continuation-in-part ofU.S. patent application No. 08/853,013 entitled GEAR TRAIN ASSEMBLYINCLUDING SCISSOR GEAR filed on May 8, 1997. Additionally, thisapplication is related to U.S. patent application No. 08/853,378entitled ANTI-LASH GEAR ASSEMBLY filed on May 8, 1997.

BACKGROUND OF THE INVENTION

The present invention relates to gears, and more particularly, but notexclusively, relates to reduction of backlash in gear trains.

When the tooth of one gear mates with the gap of another gear, the gaptypically provides more space than needed to accommodate the tooth. Thisexcess space is sometimes called "lash" or "backlash." Backlash may varywith a number of factors including radial play in the gear bearings,gear shaft eccentricity, incorrect center-to-center spacing of thegears, and the gear-to-gear variation typical of many gear manufacturingprocesses.

The extra space associated with backlash usually leads to significantimpact loading of the gear teeth. This loading often causes excessivenoise and may result in other gear train problems. For example, backlashmay accelerate gear wear. Backlash reduction is of particular concernfor internal combustion engine applications--especially for gear trainsused with diesel engines. U.S. Pat. No. 5,450,112 to Baker et al., U.S.Pat. No. 4,920,828 to Kameda et al., U.S. Pat. No. 4,700,582 toBessette, and U.S. Pat. No. 3,523,003 to Hambric are cited as sources ofbackground information concerning the application of gear trains tovarious engines.

One way to reduce backlash is through precision machining and mountingof the gears. However, this approach is usually expensive and still maynot adequately address backlash that changes over time due to wear.Another approach to reduce backlash has been the introduction of one ormore scissor gears into the gear train. Generally, scissor gears haveteeth which adjust in size to occupy the space available between teethof a mating gear. U.S. Pat. No. 5,056,613 to Porter et al., U.S. Pat.No. 4,747,321 to Hannel, U.S. Pat. No. 4,739,670 to Tomita et al., U.S.Pat. No. 3,365,973 to Henden, and U.S. Pat. No. 2,607,238 English et al.are cited as examples of various types of scissor gears.

Backlash accommodation with a scissor gear is often limited when thescissor gear is meshed with two or more gears having different amountsof lash. Typically, the mating gear having the smallest amount of lashdictates the effective tooth size of the scissor gear; however, thissize is generally inadequate to take-up the greater lash of the othermating gear or gears. One potential solution to this problem is toselect mating gears which minimize the lash difference, but this "lashmatching" approach is typically expensive and time-consuming.Consequently, a need remains for a gear train assembly whichaccommodates lash differences resulting from multiple gears meshing witha scissor gear.

One scissor gear configuration has two toothed wheels spring-biased torotate relative to each other about a common center. For thisconfiguration, paired gear teeth, one from each wheel, spread to occupythe available space between teeth in a mating gear. In some gear trains,loading of the tooth pairs by the mating gear becomes high enough toalign each tooth pair in opposition to the spring bias. Typically, eachmember of the aligned pair is configured to proportionally bear thishigh load by being sized with the same nominal thickness. However, ithas been found that random deviations from nominal are usually enough tocause one tooth or the other of each pair to bear a disproportionatelyhigh amount of the load until it has deformed enough to match the othertooth. This deformation process often subjects the gear teeth to reversebending loads that more quickly wear-out the teeth compared to teethsubjected to unidirectional bending loads. Also, such deformation maycause greater tooth-to-tooth variation, resulting in poorer performanceand a more noisy gear train. Therefore, a need exists for an anti-lashgear assembly which accommodates high loading without these drawbacks.

It has also been discovered that the knocking of heavy duty dieselengines, often attributed to combustion processes, results, at least inpart, from high impact gear tooth noise. Typically, this noise is notsufficiently abated by conventional scissor gear configurations. Thus, agear train is also in demand which addresses this type of noise.

SUMMARY OF THE INVENTION

The present invention relates to anti-lash gear assemblies and geartrains utilizing one or more anti-lash gear assemblies. Various aspectsof the invention are novel, nonobvious, and provide various advantages.While the actual nature of the invention covered herein can only bedetermined with reference to the claims appended hereto, certain formsof the invention that are characteristic of the preferred embodimentsdisclosed herein are described briefly as follows.

One form of the present invention is a gear train having a first gearforming a first mesh with a second gear and a second mesh with a thirdscissor gear. A mounting position of the first gear relative to thesecond and third gears is selected to maintain backlash of both thefirst and second meshes at or below a maximum acceptable level.

In an another form, an idler gear forms a first mesh with a firstscissor gear to establish an effective tooth size of the first scissorgear. After the first mesh is established, the mounting position of theidler gear is selected. This mounting position is determined as afunction of the effective tooth size to control backlash of a secondmesh formed between the idler gear and a second scissor gear.

In a further form, an idler gear forms a first mesh with a first gearand a second mesh with a second gear. A mounting position of the idlergear relative to the first and second gears is selected to maintainbacklash of both the first and second meshes at or below a maximumacceptable level. This mounting position may be selected by using amechanism that constrains movement of the idler gear along a desiredpath and the first gear, second gear, or both may be of a scissor typeconfiguration.

In an additional form of the present invention, a gear train assemblyfor an engine is provided which includes a first scissor gear rotatablycoupled to the engine, the first scissor gear having a first rotationalcenter; a second scissor gear rotatably coupled to the engine, thesecond scissor gear having a second rotational center; and an idler gearrotatably coupled to the engine to form a first mesh with the firstscissor gear and a second mesh with the second scissor gear. The idlergear has a third rotational center and is mounted by a positioningmechanism having a guide member slidingly engaging a generally linearadjustment path, the idler gear being selectively positionable along thepath to maintain a distance between the first and third rotationalcenters within a predetermined range corresponding to a generallyminimized backlash for the first mesh, and to provide a correspondinglyadjustable separation distance range between the second and thirdrotational centers to generally match backlash of the second mesh to theminimized backlash of the first mesh.

In yet another form of the present invention, a method of assembling agear train includes: (a) mounting a first gear which defines a firstrotational center; (b) mounting a second gear which defines a secondrotational center; and (c) mounting a third gear defining a thirdrotational center to establish a first mesh of a generally minimizedbacklash with the first gear and a second mesh with the second gear, thethird gear being adjustable about a generally linear adjustment path,the linear adjustment path having a predetermined relationship to atangent formed by the first mesh, whereby the third gear is selectivelypositionable along the adjustment path to minimize a backlash of thesecond mesh while maintaining the generally minimized backlash of thefirst mesh.

In still another form of the present invention, a gear train assemblyfor an engine includes a first gear rotatably coupled to the engine, thefirst gear having a first rotational center; a second gear rotatablycoupled to the engine, the second gear having a second rotationalcenter; and an idler gear rotatably coupled to the engine to form afirst mesh with the first gear and a second mesh with the second gear.The idler gear defines a third rotational center and includes means forpositioning the third gear along a generally linear adjustment path, theidler gear being selectively positionable along the path to maintain adistance between the first and third rotational centers within apredetermined range corresponding to a generally minimized backlash forthe first mesh and to provide a correspondingly adjustable separationdistance range between the second and third rotational centers togenerally match backlash of the second mesh to the minimized backlash ofsaid first mesh.

Other forms of the present invention include incorporating the variousanti-lash gear assemblies of the present invention into a gear train andutilizing the adjustable positioning mechanisms of the present inventionwith an internal combustion engine.

It one object of the present invention to reduce noise emitted by enginegear trains.

Another object of the present invention is to provide an anti-lash gearassembly which reduces gear train noise emissions.

It is another object of the present invention to control load sharingbetween multiple gear wheels of a scissor gear assembly.

Yet another object is to provide a reliable technique for adjusting gearassemblies to reduce backlash.

Further objects, features, advantages, benefits and aspects of thepresent invention will become apparent from the drawings and descriptioncontained herein.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front elevational view of an internal combustion enginesystem of one embodiment of the present invention.

FIGS. 2 and 3 are top plan views of components of an anti-lash gearassembly for the embodiment of FIG. 1.

FIG. 4 is a top plan view of the components of FIGS. 2 and 3incorporated into the anti-lash gear assembly in an unalignedconfiguration.

FIG. 5 is a perspective view of the anti-lash gear assembly of FIG. 4 inan aligned configuration.

FIG. 6 is an cross-sectional view of an idler gear and adjustablepositioning mechanism along section lines 6--6 of FIG. 1.

FIGS. 7A and 7B are schematic, front elevational views of the system ofFIG. 1 at various stages of assembly.

FIGS. 8A-8C are schematic, front elevational views depicting selectedoperational states of a portion of the system of FIG. 1.

FIG. 9 is a graph illustrating various relationships concerning theoperational states shown in FIGS. 8A-8C.

FIG. 10 is an exploded perspective view of an anti-lash gear assembly ofan alternative embodiment of the present invention.

FIG. 11A is a top plan view of the anti-lash gear assembly of FIG. 10 inan unaligned configuration.

FIG. 11B is a side elevational view of the anti-lash gear assembly ofFIG. 11A.

FIG. 12A is a top plan view of the anti-lash gear assembly of FIG. 10 inan aligned configuration.

FIG. 12B is a side elevational view of the anti-lash gear assembly ofFIG. 12A.

FIG. 13 is a section view of a second embodiment of an idler gearadjustment mechanism of the present invention.

FIG. 14 is a cross-sectional view of the gear adjustment mechanism ofFIG. 13 taken through section line 14--14.

FIG. 15 is a section view of a third embodiment of a gear adjustmentmechanism of the present invention.

FIG. 16 is a cross-sectional view of the gear adjustment mechanism ofFIG. 15 taken through section line 16--16.

FIG. 17 is a section view of a fourth embodiment of a gear adjustmentmechanism of the present invention.

FIG. 18 is a cross-sectional view of the gear adjustment mechanism ofFIG. 17 taken through section line 18--18.

FIG. 19 is a section view of a fifth embodiment of the gear adjustmentmechanism of the present invention.

FIG. 20 is a cross-sectional view of the gear adjustment mechanism ofFIG. 19 taken through section line 20--20.

FIG. 21 is a section view of a sixth embodiment of the gear adjustmentmechanism of the present invention.

FIG. 22 is a cross-sectional view of the gear adjustment mechanism ofFIG. 21 taken through section line 22--22.

FIG. 23 is a section view of a seventh embodiment of the gear adjustmentmechanism of the present invention.

FIG. 24 is a cross-sectional view of the gear adjustment mechanism ofFIG. 23 taken through section line 24--24.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

For the purposes of promoting an understanding of the principles of theinvention, reference will now be made to the embodiments illustrated inthe drawings and specific language will be used to describe the same. Itwill nevertheless be understood that no limitation of the scope of theinvention is thereby intended. Any alterations and further modificationsin the described embodiments, and any further applications of theprinciples of the invention as described herein are contemplated aswould normally occur to one skilled in the art to which the inventionrelates.

FIG. 1 depicts internal combustion engine system 20 of the presentinvention. System 20 includes engine block 22 with a crankshaft 24 shownin phantom. Engine system 20 also includes head assembly 30 connected toblock 22. Head assembly 30 includes fuel injector camshaft 32 shown inphantom and valve camshaft 34 shown in phantom. In one embodiment, block22 and head assembly 30 are configured as a heavy duty, in-line sixcylinder diesel engine. The present invention is also applicable toother types of engines as would occur to one skilled in the art.

System 20 includes timing gear train 40. Gear train 40 includes drivegear 42 connected to crankshaft 24. Crankshaft 24 and drive gear 42 haverotational center 44 at the intersection of the crosshairs designated byreference numeral 44. For the figures referenced herein, centers ofrotation are depicted by a broken line segment indicative of thecorresponding rotational axis when the rotational axis is notperpendicular to the view plane and by crosshairs when the rotationalaxis is perpendicular to the view plane. Gear 42 rotates with crankshaft24 during operation of engine system 20 about center 44 to drive theremaining gears of gear train 40.

Gear 42 has teeth 46 which form mesh 48 with lower idler anti-lash gear50. Gear 50 rotates about shaft 53 having rotational center 54. Shaft 53is mounted to block 22 by fasteners 55. Bearing 56 provides a rotationalbearing relationship between anti-lash gear assembly 58 of gear 50 andshaft 53.

FIGS. 2-5 provide additional details concerning the structure andoperation of anti-lash gear assembly 58 of gear 50. Referring to FIG. 2,various details of gear wheel 60 prior to incorporation into gearassembly 58 are shown. Gear wheel 60 includes a hub 63. Web 64 definesseven circumferentially spaced apart apertures 65. Furthermore, for eachaperture 65, web 64 defines a fingered edge 65a at one end opposing edge65b at another end. Aperture 65 and edges 65a, 65b are generally evenlyspaced along the circumference of an imaginary circle about center 54.Gear wheel 60 includes a number of circumferentially spaced-apart gearteeth 66 defined by rim 67. Rim 67 is integrally connected to hub 63 byweb 64. Adjacent members of gear teeth 66 are generally evenlyspaced-apart from one another by gaps 68. Only a few of teeth 66 andgaps 68 are designated to preserve clarity. Each member of gear teeth 66is generally sized and shaped the same as the others. Similarly, eachgap 68 generally has the same size and shape.

Referring to FIG. 3, gear wheel 70 of anti-lash assembly 58 isillustrated. Gear wheel 70 includes hub 73 which is configured to form arotary bearing relationship with shaft 53 via bearing 56 (see FIG. 1).Hub 63 of gear wheel 60 engages hub 73. The interface between hubs 63and 73 is adapted to permit rotation of gear wheels 60 and 70 relativeto each other. Gear wheel 70 also includes web 74. Tabs 74a project fromweb 74 in a direction generally perpendicular to the view plane of FIG.3 and have one side connected to rim 77 to define corresponding recesses75. At least one tab 74a defines threaded bore 79 therethrough. Bore 79has a longitudinal axis generally parallel to the view plane of FIG. 3.Web 74 also defines lightening holes 75a each corresponding to one ofrecesses 75. Tabs 74a and recesses 75 are generally evenly spaced alongthe circumference of an imaginary circle about center 54.

Wheel 70 includes a number of gear teeth 76 defined by rim 77. Rim 77 isintegrally connected to hub 73 by web 74. Adjacent members of gear teeth76 are generally evenly spaced-apart from one another by gaps 78. Only afew of teeth 76 and gaps 78 are designated to preserve clarity. Eachmember of gear teeth 76 is generally sized and shaped the same as theothers. Similarly each gap 78 generally has the same shape and size.Preferably, the number of teeth 76 of wheel 70 is the same as the numberof teeth 66 of wheel 60.

FIG. 4 defines anti-lash gear assembly 58 in an unaligned configurationcommonly encountered prior to preparation for installation in gear train40. In this configuration, wheels 60 and 70 loosely engage each other sothat each aperture 65 of wheel 60 generally overlaps a correspondingrecess 75 of wheel 70 to define a number of pockets 80. A number of coilsprings 81 are provided each having end 82 opposite end 84. Each spring81 is positioned in a corresponding one of pockets 80 with end 82engaging a corresponding tab 74a and end 84 aligning with acorresponding edge 65a. However, ends 84 do not typically engage edges65a in this configuration.

Assembly 58 also includes adjustment bolt 90 having threaded stem 92opposing head 94. Stem 92 is shown fully threaded into bore 79 in FIG. 4with head 94 in contact with corresponding tab 74a. By convention, teeth66 and 76 are in an "unaligned" position such that teeth 66 overlap gaps78 defined between teeth 76, and teeth 76 overlap gaps 68 definedbetween teeth 66. Hub 73 of wheel 70 forms a rotary bearing relationshipwith hub 63 of wheel 60 so that wheels 60 and 70 are permitted to rotaterelative to one another. Head 94 defines contact surface 95 configuredto bear against adjacent edge 65b of wheel 60 when wheel 60 is rotatedcounter-clockwise relative to wheel 70. When wheel 60 is rotated in theto clockwise direction relative to wheel 70, spring ends 84 eventuallyengage corresponding edges 65a. Preferably, each edge 65a defines afinger sized to fit inside the coil of each spring 81 to facilitateproper alignment with wheel 60. When rotated in the clockwise directionwith sufficient force, springs 81 are compressed between correspondingedges 65a and tabs 74a, as illustrated in FIG. 5.

FIG. 5 depicts an "aligned" position of gear wheel 60 and 70 reflectinga configuration suitable for installation in gear train 40. Whenaligned, teeth 76 and 66 are approximately centered over one another asdepicted in FIG. 5. Springs 81 are also in a highly compressed conditionbetween edges 65a and tabs 74a to provide a correspondingly high springforce. Adjusting assembly 58 from the configuration of FIG. 4 to theconfiguration of FIG. 5 is provided by unthreading bolt 90 so that head94 moves away from bore 79 along stem axis S. As this unthreadingcontinues, surface 95 bears against adjacent edge 65b and springs 81 arecompressed between adjacent aligned tabs 74a and edges 65a.

Unthreading of bolt 90 spreads apart the associated tab 74a and edge 65bto rotate wheels 60 and 70 rotate relative to one another and move teeth66 and 76 past each other. A given tooth of wheel 66 may move into andout of registration with several teeth 76 before reaching the highlybiased configuration of FIG. 5 from the unbiased configuration of FIG.4.

FIG. 5 also depicts face 66a of each tooth 66 of wheel 60 a few of whichare depicted. Each tooth 76 of wheel 70 similarly has a face 76a, a fewof which are depicted. Width W60 represents the width of a typical face66a. Similarly, width W70 represents the width of a typical face 76a.Preferably, width W60 is less than width W70. More preferably, width W70is at least about 50% greater than width W60. Most preferably, width W70is at least about twice width W60.

Referring collectively to FIGS. 4 and 5, anti-lash gear wheel assembly58 is constructed by providing wheel 70 and mounting one of springs 81to align with bore 79. Bolt 90 is threaded into bore 79 so that head 94contacts the associated tab 74a. The remaining springs 81 are placed inrecesses 75 of wheel 70. Wheel 60 is placed over wheel 70 to definecorresponding pockets 80 generally evenly spaced along imaginary circle86 (shown in phantom in FIG. 4). Edges 65a align with ends 84 ofcorresponding springs 81.

Prior to mounting assembly 58 on shaft 53, it is preferred that teeth 66and 76 be aligned. To provide this alignment, bolt 90 is partiallyunthreaded from bore 79 so that head 94 contacts adjacent edge 65b ofwheel 60 and correspondingly compresses springs 81. In response, teeth66, 76 move past one another. Unthreading of bolt 90 continues thismotion until the aligned position of FIG. 5 is generally reached. As aresult, wheel 60 is separated from wheel 70 along stem axis S bydistance D as illustrated in FIG. 5. Notably, a portion of stem 92 ofbolt 90 remains threaded in bore 79 in both the unaligned position ofFIG. 4 and in the aligned position of FIG. 5. In other embodiments, morethan one or all of tabs 74a may be adapted to define a bore 79 suitablefor engagement by bolt 90. Similarly, multiple bolts 90 may be employedwith embodiments having multiple bores 79.

Once teeth 66 and 76 are aligned in the configuration of FIG. 5,assembly 58 is mounted to shaft 53 via bearing 56. When so mounted, thealigned teeth 66, 76 form mesh 48 with teeth 46 of drive gear 42.However, mesh 48 typically has a significant amount of lash when teeth66, 76 are forcibly aligned by the extension of bolt 90. To take-up thislash with gear 50, wheels 60 and 70 are preferably permitted to rotaterelative to one another under the influence of the bias provided bycompressed springs 81. Threading bolt 90 back into bore 79 once assembly58 is mounted to form mesh 48 with drive gear 42 permits this rotation.As a result, the spring bias offsets teeth 66 and 76 from one another togenerally occupy the entire space between adjacent teeth 46participating in mesh 48. Notably, mesh 48 does not permit teeth 66, 76to return to the unloaded position of the FIG. 4 configuration.

Each pair of initially aligned teeth 66, 76 operate collectively as acomposite tooth with a variable effective size or "thickness" dependentupon the space between mating teeth 46. By varying in thickness, thesecomposite teeth may reduce, or even effectively eliminate, backlash inmesh 48. To conclude installation of assembly 58, bolt 90 should betightened down so that head 94 bears against the associated tab 74a.Bolt 90 is preferably carried by wheel 70 throughout the adjustmentprocess and utilization of assembly 58 as part of gear 50.

Preferably, wheel 60 and 70 are machined from a metallic materialsuitable for long-term use in a diesel engine timing gear train. It isalso preferred that bolt 90 and springs 81 be selected from compatiblematerials suitable for long term use in a diesel engine environment.Nonetheless, in other embodiments, different materials may be used aswould occur to one skilled in the art.

Although gear 50 is illustrated in FIG. 1 as an idler gear, in otherconfigurations it may be configured as a driving gear, a driven gear, orotherwise adapted or modified as would occur to one skilled in the art.In all these forms, gear 50 may be considered to be a novel type of"scissor gear."

Referring back to FIG. 1, gear 50 participates in gear train 40 to formmesh 96 with idler gear 100. Idler gear 100 rotates about rotationalcenter 104 and defines circumferential teeth 106 spaced apart by gaps108 to form mesh 96 with gear 50.

Referring additionally to FIG. 6, further details concerning idler gear100 are provided. Idler gear 100 includes rim 107 defining teeth 106integrally connected to web 114. Web 114 defines lightening holes 116.Web 114 is also integrally connected to hub 118 which, as shown in thecross-sectional view of FIG. 6, has slightly less thickness along therotational axis corresponding to center 104 than rim 107. Cylindricalbushing 119 provides a rotational bearing surface between shaft 103 andhub 118. Shaft 103 defines four passages 105 used to mount idler gear100 to block 22.

Mounting of idler gear 100 is provided by adjustable positioningmechanism 120. Mechanism 120 includes a mounting plate 130 which ispositioned between shaft 103 of idler gear 100 and block 22. Notably,plate 130 is configured to provide clearance with hub 118 of idler gear100 so that idler gear 100 may freely rotate about shaft 103.

Idler gear 100 and mounting plate 130 are positioned between block 22and retaining plate 140. Retaining plate 140 includes mounting holes 145which are generally aligned with mounting passages 105 of shaft 103,mounting passages 135 of plate 130, and threaded bores 25 of block 22.Notably passages 105 have a larger dimension along an axis perpendicularto the rotational axis of gear 100 than passages 135, holes 145, andbores 25. Idler gear 100 is secured between plates 130 and 140 byinserting cap screw fasteners 150 through holes 145, passages 105, andpassages 135 and threading the end of threaded stems 152 into bores 25.Fasteners 150 each have head 154 opposing threaded stem 152. Head 154 issized to contact retaining plate 140 when stems 152 are fully threadedinto bores 25 to clamp plate 140 against shaft 153 and to clamp shaft153 against plate 130.

In operation, mechanism 120 is configured to position idler gear 100relative to a planar region that is preferably parallel to the viewplane of FIG. 1 and perpendicular to the view plane of FIG. 6. Withinthis region, gear 100 may be positioned with two degrees of freedom assymbolized by the X and Y directional arrows of FIG. 1.

To mount idler gear 100, mounting plate 130 is first secured to block 22using fasteners (not shown) in a conventional manner so that passages135 align with bores 25. Once plate 130 is secured to block 122, idlergear 100 is located on plate 130 so that passages 105 overlap passages135. Next, retaining plate 140 is placed over shaft 103 to locate holes145 over corresponding passages 105 and 135, and bores 25. Fasteners 150are then each placed through an aligned hole 145, passage 105, andpassage 135 and loosely threaded into a corresponding bore 25.Preferably, fasteners 150 are initially threaded into bores 25 an amountsufficient to contact plate 140 and yieldingly hold idler gear 100 inposition. In this configuration, the position of idler gear 100 relativeto the planar region symbolized by the X and Y directional arrows may beselected within the range permitted by the clearance of fasteners 150 inpassages 105. Once an X-Y position is selected, fasteners 150 aretightened down to secure idler gear 100 and mechanism 120.

Teeth 106 of idler gear 100 form mesh 196 with anti-lash gear 200. Gear200 is mounted to fuel injector camshaft 32 of head assembly 30 and isconfigured to rotate about rotational center 204. Gear 200 is preferablyconfigured similar to gear 50 having composite gear tooth pairsrepresented by reference numeral 266. Furthermore, springs 281 of gear200 are shown configured in a manner similar to springs 81 of gear 50,although fewer in number (three being shown). Likewise an installationadjustment bolt 290 is shown. This adjustment bolt may function forinstallation purposes similar to bolt 90 of gear 50. Gear 50, gear 200,or both may utilize belleville washers to provide a spring bias eitherwith or without coil springs.

Gear 200 forms mesh 296 with mating gear 300. Mating gear 300 isattached to valve camshaft 34 to rotate about rotational center 304.Gear 300 defines teeth 306 which interface with tooth pairs 266 of gear200 to form mesh 296.

In operation, drive gear 42 rotates with crankshaft 24 to turn gear 50.In response, gear 50 turns idler gear 100 via mesh 96. Idler gear 100drives gear 200 via mesh 196 to regulate timing of fuel injectors (notshown) for engine system 20 by rotating fuel injector camshaft 32.Furthermore, gear 200 drives mating gear 300 via mesh 296 to rotatevalve camshaft 34 therewith to time engine valves (not shown) for headassembly 30. Thus, gear train 40 turns camshafts 32 and 34 of headassembly 30 in response to rotation of crankshaft 24 to control timingof engine system 20.

In other embodiments, different quantities and arrangements of gears ingear train 40 may be utilized as would occur to one skilled in the art.In one alternative embodiment, a conventional scissor gear may be usedin place of gear 50, gear 200, or both. In still other embodiments anidler gear with an adjustable positioning mechanism may not be required.

In one embodiment of gear train 40, the number of teeth 46 is about 48for drive gear 42; the number of teeth 66, 76 is about 70 for gearwheels 60, 70, respectively; the number of teeth 106 for adjustableidler gear 100 is about 64; the number of composite teeth 266 for gear200 is about 76 and the number of teeth 306 is about 76 for gear 300.Furthermore, for this configuration, gears 42, 50, 100, 200, 300 are ofa spur gear configuration, are made from metallic materials suitable forlong term use with internal combustion engines, and have generallyparallel rotational axes which perpendicularly intersect the view planeof FIG. 1.

Having described selected structural and operational features of system20, certain aspects concerning the assembly of system 20 are nextdescribed in connection with the schematic representations of FIGS. 7Aand 7B. In FIGS. 7A and 7B, reference numerals schematically depictstructure identified by like reference numerals in FIGS. 1-6; however,gear meshes have been enlarged to emphasize selected features of thepresent invention. FIG. 7A illustrates an intermediate assembly stage ofdrive train 40. In this stage, drive gear 42 has been previously mountedto rotate about center 44 in the direction indicated by arrow R1.Similarly, mating gear 300 has been mounted to rotate about center 304in the direction indicated by arrow R5.

After gears 42 and 300 have been mounted, gears 50 and 200 are mountedto form mesh 48 between gears 42 and 50, and mesh 296 between gears 200and 300. The formation of meshes 48, 296 determines the effectivecomposite tooth size of corresponding pairs of teeth for gears 50 and200 as they occupy gaps between teeth 46 and 306 of gears 42 and 300,respectively. For gear 50, teeth 76 of wheel 70 are represented bydashed lines, and teeth 66 of wheel 60 are represented by solid linesfor illustrative purposes. The effective circular thickness T50 of onecomposite tooth pair of gear 50 is also shown. This composite circularthickness is determined along a pitch circle of gear 50 for mesh 48.Notably, in the absence of idler gear 100, thickness T50 is defined bythe mating gap of teeth 46 of gear 42.

For mesh 296, gear 200 forms composite teeth pairs 266. Each pair 266has a member represented by a dashed line and a member represented by asolid line to enhance clarity. The effective circular tooth thickness ofone composite tooth pair 266 is shown as circular thickness T200relative to a pitch circle for gear 200.

Arrows R4, R5 indicate the rotational direction in which gears 200, 300are driven, respectively. Also indicated are mounting bores 25 of engineblock 22 for reference.

Having defined the composite circular thicknesses T50 and T200, idlergear 100 is installed to form mesh 96 with gear 50 and mesh 196 withgear 200 as depicted in FIG. 7B. The tooth thicknesses T50 and T200 aretypically different corresponding to a difference in the amount ofbacklash in meshes 48 and 296. By using mechanism 120 to adjust the X-Yposition of rotational center 104 relative to fixed rotational centers54 and 204, idler gear 100 may be located to optimally mesh with thepre-defined tooth sizes of gears 50 and 200 despite any lash difference.Fasteners 150 of mechanism 120 are illustrated in FIG. 7B for reference.

The positional adjustment of idler gear 100 relative to the other gearsresults in significant control over the amount of backlash in meshes 96and 196. When the backlash difference resulting from different T50 andT200 widths is within a certain range, backlash may be reduced, or eveneffectively eliminated, through proper placement of idler gear 100 alonga planar region perpendicular to the rotational axes of the meshinggears.

Notably, while the preferred embodiment presents two meshes 96, 196 withidler gear 100, in other embodiments this assembly method may bepracticed to control backlash for a different quantity of meshing gears.For example, this assembly technique finds application in gear trainshaving only three gears oriented similar to gears 42, 50, and 100.

Referring to FIGS. 8A-8C, selected operational states of gears 42, 50,and 100 are schematically depicted with reference numerals representingstructure designated by like numerals in FIGS. 1-6; however, fewer andlarger teeth are schematically illustrated in these figures to emphasizevarious features. Referring to FIG. 8A, gears 42, 50, 100 are in astatic (motionless) state relative to each other. Referring to mesh 48,imaginary pitch circles C1, C2, C3 are represented by dashed lines forgears 42, 50, 100, respectively. The circular thickness T50a of a pairof gear teeth 76, 66 of gear 50 is shown as an arc along the companionpitch circle C2. Arrows DF1 represent the forces counter-acting the biasof gear 50 for the depicted static condition in FIG. 8A. The staticreaction forces of gear 100 are shown by arrows RF1. Also depicted isthe circular thickness T60 of a selected tooth 66, and the circularthickness T70 of a selected tooth 76. It is preferred that circularthickness T60 be nominally less than circular thickness T70 for eachtooth 60, 70, respectively. In one preferred embodiment, T60 is at leastabout two thousands (0.002) of an inch less than T70. More preferably,this difference is at least about four thousands (0.004) of an inch.Most preferably, this difference is in a range of about two to sixthousands (0.002-0.006) of an inch.

In FIG. 8B, drive gear 42 is rotating in the direction indicated byarrow R1 to provide a resultant drive force represented by arrow DF2. Inresponse, gear 50 is rotating in the direction indicated by arrow R2 andgear 100 is rotating in the direction indicated by arrow R3. Theresultant reaction force presented by gear 100 is represented by arrowRF2. The resultant forces DF2 and RF2 are of sufficient intensity topartially overcome the spring bias, causing compression of springs 81 ofgear 50. As a result, the circular thickness T50b of the composite pairsof teeth of gear 50 decreases relative to thickness T50a (T50b is lessthan T50a). As the magnitude of the force transmitted from drive gear 42increases, gear teeth 66, 76 continue to approach alignment.

In FIG. 8C, the resultant driving force DF3 of gear 42 and reactionforce RF3 of gear 100 compresses springs 81 by an amount sufficient toalign gear teeth 66 and 76. When so aligned, composite thickness T50cresults. T50c is less than both T50a and T50b, and is generally equal tothe circular thickness T70 of teeth 76. Springs 81 are generally fullycompressed in the FIG. 8C configuration; storing energy generallyequivalent in amount to springs 81 in the configuration of FIG. 5.

The smaller circular thickness of teeth 66 compared to teeth 76 (T60<T70) prevents loading of teeth 66 beyond the load provided by thecompressed springs of FIG. 8C. In contrast, teeth 76 bear any load inexcess of the spring load. Limiting the load on teeth 66 to the springbias generally reduces reverse bending loads commonly resulting fromrandom dimensional differences of tooth pairs having each membernominally sized to the same circular thickness. Preferably, the widertooth face W70 of each tooth 76 is selected to bear the higher drivingloads in excess of the spring bias; however, the total width increase(W60+W70) for gear 50 is typically less than the width increase requiredto withstand reverse bending loads by a scissor gear that has the samenominal circular thickness for all teeth.

FIG. 9 graphically represents the typical effect of reduced circularthickness T60 compared to circular thickness T70 with load lines 400.The dashed line 400 represents gear wheel 60 and the solid line 400represents gear wheel 70. Horizontal segments 410 correspond to thepre-loaded bias of gear 50 under the static conditions of FIG. 8A.Sloped segments 420 correspond to the loading of teeth 66, 76 betweenthe static condition of FIG. 8A and the aligned position of FIG. 8C.FIG. 8B represents one point along segments 420. Once loading compressessprings 81 to align teeth as illustrated in FIG. 8C, the loading onteeth 66 of gear wheel 60 flattens to the maximum load of springs 81 asindicated by segment 430. At the same time, the thicker face W70 ofteeth 76 bears the high intensity loading as indicated by sloped segment440. By allowing wheel 70 to handle the high loads and limiting loadingof wheel 60 with the circular thickness differential (T70-T60), reversebending loads are typically reduced.

It has been found that much of the unpleasant noise, such as the"hammering" sounds associated with heavy-duty diesel engines, is due tohigh impact noise from gear trains associated with those engines. Anunexpectedly dramatic change in sound quality is experienced, typicallyincluding a reduction in overall noise intensity, when a relatively highbias torque is provided by a scissor gear participating in the geartrain. As used herein, "bias torque" is the magnitude of the torqueprovided by a spring-biased scissor gear assembly. The bias torque isdetermined as the magnitude of the cross product of the vectorscorresponding to a radial distance from the rotational center of thegear to the teeth and the force acting tangential to a circlecorresponding to the radius. Typically, the bias torque varies as afunction of the amount of loading of the scissor gear bias. Preferably,the bias torque is at a maximum when the gear teeth are generallyaligned in opposition to the bias. For the aligned configuration ofteeth 66, 76 in FIG. 5, a radial vector T and a force vector F areillustrated which may be used to determine bias torque for assembly 58.

It has been found that a maximum bias torque of at least 100 foot-pounds(ft-lbs) provides improved gear train noise character and intensity.More preferably, a maximum bias torque of at least about 200 ft-lbs isprovided. Most preferably, a maximum bias torque of at least about 500ft-lbs is provided. In one most preferred embodiment, gear 50 isconfigured with a maximum bias torque of about 700 ft-lbs, and gear 200is configured with a maximum bias torque of about 200 ft-lbs. In manyinstances, the bias torque of the present invention obviates the need touse expensive enclosures and panels to mute unpleasant noise.

FIG. 10 provides an exploded perspective view of anti-lash gear assembly558 about rotational center 554 of an alternative embodiment of thepresent invention. Assembly 558 includes gear wheel 560 with splines 561defined by inner cylindrical surface 564 of hub 563. Hub 563 definesopening 563a therethrough. Splines 561 are of the helical type orientedabout center 554 and inclined relative to the rotational axis of wheel560. Hub 563 is integrally connected to web 564. A number ofcircumferentially disposed teeth 566 are defined by rim 567 which isalso integrally connected to web 564. Teeth 566 are generally evenlyspaced apart from each other about center 554 and each have generallythe same size and shape. Between adjacent teeth 566 are gaps 568 whichare also generally evenly spaced apart from one another and havegenerally the same shape and size. Web 564 of wheel 560 defines twoopposing apertures 569 therethrough.

Assembly 558 also includes wheel 570. Wheel 570 includes splines 571defined by cylindrical outer surface 572 of hub 573. Splines 561 are ofthe helical type oriented about center 554 and inclined relative to therotational axis of wheel 570. Splines 571 are inclined in generally thesame manner as splines 561 to mate therewith. Hub 573 is configured tofit within opening 563a of hub 563 to mate splines 561 and 571. Hub 573defines opening 573a surrounded by inner cylindrical surface 574 forestablishing a rotational bearing relationship with a mounting shaft.Wheel 570 also includes web 574 integrally connected to hub 573. Teeth576 are defined by rim 577 which is integrally connected to web 574.Teeth 576 are generally evenly spaced apart from one another aboutrotational center 554 and each have generally the same size and shape.Teeth 576 define gaps 578 therebetween. Gaps 578 are generally evenlyspaced apart from one another and each have generally the same size andshape. Collectively, hub 573, web 574, and rim 571 define a cylindricalrecess 575. Web 564 defines two opposing threaded recesses 579 eachcorresponding to one of apertures 569.

Coil springs 580 are each placed in recess 575 and are generally evenlyspaced apart from one another about center 554 between hub 573 and rim577. Adjustment devices 590a, 590b are included which each haveadjustment bolt 590 with threaded stem 592. Stem 592 has end 593opposing head 594. Devices 590a, 590b each include washer 596 configuredfor passage of stem 592 therethrough. In contrast, head 594 is sized sothat it will not pass through washer 596. Also, the outer diameter ofwasher 596 is dimensioned so that it will not pass through aperture 569.Aperture 569 is sized to provide ample clearance for stem 592,permitting selective positioning of stem 592 therein. Threaded recesses579 are each configured for engagement by a corresponding one of stems592.

Referring to FIG. 11A, an unaligned position of assembly 558 isillustrated that shows teeth 566 and 576 of wheels 560 and 570,respectively, out of register similar to the embodiment illustrated inFIG. 4. Referring additionally to FIG. 11B, a side elevational view ofassembly 558 in the unaligned configuration is illustrated. Splines 561of wheel 560 engage splines 571 of wheel 570. For each device 590a,590b, stems 592 have corresponding longitudinal stem axes S1, S2. Stems592 are inserted through corresponding washers 596 and apertures 596 toinitially engage a corresponding threaded recess 579. Springs 580 arenot substantially compressed in the configuration of FIGS. 11A and 11B.

Referring additionally to FIGS. 12A and 12B, a perspective view and aside elevational view of assembly 558 in an aligned configuration areillustrated, respectively. This aligned configuration generallycorresponds to the aligned configuration of assembly 58 illustrated inFIG. 5. To provide alignment of assembly 558, stems 592 of adjustmentdevices 590a, 590b are further threaded into recesses 579 to compresssprings 580 between wheel 560 and 570. As springs 580 are compressed,the inclines of mating splines 561, 571 provide a ramping action thatgenerally converts the translational motion of devices 590a, 590b to arotational motion of wheels 560, 570. As stems 592 of devices 590a, 590bare unthreaded, the compressed springs 580 provide a force which rotateswheels 560 and 570 in the opposite direction due to the engagement ofsplines 561, 571. Assembly 558 is configured so that teeth 566 and 576are generally aligned when stems 592 are fully threaded into recesses579. This aligned orientation of assembly 558 is also preferablyconfigured to provide a selected maximum bias torque. The distancewheels 560 and 570 occupy along stem axes S1 and S2 changes from D1 forthe unaligned position shown in FIG. 11B to D2 for the aligned positionillustrated in FIG. 12B, where D1 is greater than D2. Notably, D2 is theminimum distance occupied by wheels 560, 570 of assembly 558 along stemaxes S1, S2. Thus, wheels 560, 570 rotate relative to each other inaccordance with the distance occupied by the wheels 560, 570 along therotational axis corresponding to center 554.

Preferably, the number of teeth 566 is the same as the number of teeth576. It is also preferred that the number of helical splines 561, 571 bethe same as the number of teeth 566, 576, respectively. Identicalquantities of teeth and splines simplifies assembly by avoiding the needto index splines 571, 561 to assure that alignment of teeth 566 and 576coincides with high spring compression. In other embodiments, aperture569 may be configured as a non-circular opening as opposed to thegenerally circular opening illustrated in FIG. 10. In one alternativeembodiment, aperture 569 is configured as an arcuate slot with a bendradius extending from center 554.

Splines 561, 571 may be provided in different locations besides hubs563, 573. By way of non-limiting example, arcuate slots defined by onewheel may have an inner surface defining splines configured to mate withsplines defined by a flange extending from the other wheel into theseslots. Notably, one or more segments of mating spines oriented about therotational axis are capable of providing the relative rotation of thegear wheels without needing to encircle the axis.

Similar to the embodiment of assembly 58, assembly 558 provides analignment device which provides for selectively aligning teeth of twogear wheels of an anti-lash gear assembly by opposing the spring bias ofthe assembly. Stems 592 are tightened down to provide the alignedconfiguration of FIGS. 12A and 12B for installation. Once assembly 558is meshed with another gear, gear 42 for example, stem 592 of eachdevice 590a, 590b is loosened to permit relative rotation of wheels 560and 570 to take-up lash of the mating gear. This loosened position wouldappear similar to the configuration of FIGS. 11A and 11B, but wouldpreferably provide clearance between head 594 and washer 596 of eachbolt 590 to accommodate changing lash conditions of a correspondingmesh. In one embodiment, devices 590a, 590b are removed once assembly558 is installed in a mesh with another gear. This embodiment relies onthe mesh to oppose the bias.

Each assembly 58, 558 is configured with an adjustment device having athreaded stem coupled to one wheel that extends along a stem axis. Thesedevices further include a head coupled to the stem and configured foradjustable positioning relative to the wheel. Generally, assemblies 58and 558 may be configured to be interchangeable with regard to otherfeatures of the present invention. Furthermore, assembly 58 or 558 maybe adapted for use with anti-lash gear 200. In other embodiments ofassemblies 58, 558; bolts 90, 590 may be replaced by a threaded stemfixed to one of the wheels with a nut threaded thereon to provide amovable head. This nut is positioned along the stem to selectivelyengage the other wheel. In still other embodiments of the presentinvention, neither anti-lash assembly may be utilized. Indeed in somealternative embodiments of the present invention, a conventional scissorgear assembly may be employed.

FIGS. 13 and 14 depict adjustable idler gear mechanism 600a of thepresent invention. Mechanism 600a is illustrated as a substitute foridler gear 100 and mechanism 120 of system 20 with like referencenumerals representing like features. Mechanism 600a includes gear 603a,mounting shaft 655a, and mounting plate 630a coupled to block 22 aspreviously described in connection with system 20. Gear 603a includesgear wheel 613a and mounting shaft 655a. Gear wheel 613a has rim 616adefining teeth 615a. Rim 616a is integrally connected to web 617a. Web617a is integrally connected to hub 618a which engages cylindricalbushing 619a to provide a rotational bearing relationship in the manneras previously described for idler gear 100.

Mounting shaft 655a has positioning pin 601a protruding from mountingsurface 667a. Pin 601a is shown engaging slot 602a defined by mountingsurface 637a of mounting plate 630a. Mounting surfaces 667a and 637a arealso shown in engagement. Pin 601a is fixed relative to shaft 655a andis generally centered relative to the rotational axis that coincideswith rotational center 650a of gear 603a. Pin 601a may be an integralpart of shaft 655a or connected thereto using any suitable means aswould occur to those skilled in the art. Slot 602a follows a limitedpathway represented by a line segment with the reference numeral 660a inFIG. 14. Collectively, pin 601a and slot 602a provide a guide 625a toposition center 650a along pathway 660a. 660a may follow a generallystraight path, as represented by the solid line segment, oralternatively, it may follow a curvilinear path 660a' as shown inexaggerated form by the dashed line segment of FIG. 14. Plate 630a isfixed relative to block 22 using any suitable means that would occur tothose skilled in the art. The location of plate 630a is selected toprovide a predetermined relationship of pathway 660a, 660a' relative torotational center 54 of gear 50. In one preferred assembly process,rotational centers 54 and 204 of gears 50 and 200, respectively, arepredetermined. Mounting plate 630a is positioned to establish that thedistance separating rotational center 54 from any given point alongpathway 660a stays within a predetermined range. This range correspondsto an acceptable range of backlash variation between gears 50 and 603aas more fully described hereinafter. After gears 50 and 200 are mounted,gear 603a is positioned to adjustably intermesh therewith and pin 601ais received in slot 602a. Pin 601a slidingly engages slot 602a toprovide guide 625a, and thereby facilitate adjustment of rotationalcenter 650a of gear 603a along pathway 660a. For any position of pin601a along slot 602a, the spacing between rotational centers 54 and 650ais maintained to provide an acceptable minimal degree of backlash forthe mesh between gears 603a and 50 in accordance with the predeterminedspatial relationship between pathway 660a and rotational center 54. Forthe generally straight pathway configuration designated by referencenumeral 660a, it is preferred to orient pathway 660a to be approximatelyparallel to tangent line 610a; where line 610a is tangent to pitchcircle 612a for gear 50 and pitch circle 614a for gear 603a. Thisorientation generally minimizes the amount of backlash variation betweengear 50 and gear 603a as pin 601a is moved along pathway 660a.

Further, this technique of determining the position of assembly 600arelative to gears 50, 200 is less prone to error, being more "foolproof"than existing methods to minimize backlash of two or more meshes of thesame gear. Also, the structure of guide 625a is less complicated andtime consuming to adjust compared to conventional approaches.

Typically, it is easier to manufacture guide 625a to define a generallystraight pathway 660a than a predetermined curved pathway 660a';however, the degree of accuracy available when matching the backlash ofthe meshes of both gears 50 and 200 may be generally less for pathway660a than curved path 660a'. Thus, in an alternative preferredembodiment, slot 602a follows curved pathway 660a'. The curvature ofpathway 660a' is preferably selected to provide generally constantspacing from rotational center 54 as pin 601a is moved therealong. Forthis preferred embodiment, pathway 660a' has a generally constant radiusof curvature originating from rotational center 54, such that pathway660a' is a concentric arc relative to pitch circle 612a of gear 50.

Pathways 660a and 660a' are also oriented to provide a substantiallygreater degree of spacing variation and corresponding backlash variationwith respect to gear 200. Therefore, pin 601a may be moved along pathway660a or 660a' to determine a position which minimizes backlash betweengear 200 and 603a while not exceeding a desired level of backlashbetween gear 50 and 603a. Once a position is selected, shaft 655a isfixed relative to mounting plate 630a and block 22. This fixation may beaccomplished with one or more fasteners, such as with bolts, screws, orrivets; a bonding process, such as soldering, brazing, welding, oradhesively joining; or through such other means as would occur to oneskilled in the art. In another embodiment, pin 601a protrudes from theplate 630a and the slot 602a is defined by the shaft 655a to provideguide 625a with comparable adjustment capability.

FIGS. 15 and 16 depict another idler gear adjustment mechanism 600b ofthe present invention. Mechanism 600b is illustrated as a substitute foridler gear 100 and mechanism 120 of system 20 with like referencenumerals representing like features. Mechanism 600b includes gear 603b,mounting shaft 655b, and mounting plate 630b coupled to block 22 aspreviously described in connection with system 20. Gear 603b includesgear wheel 613a, as described in connection with mechanism 600a.Likewise, gear 603b includes cylindrical bushing 619b to provide arotational bearing relationship between gear wheel 613a and shaft 655b.

Adjustment mechanism 600b has a guide 625b including positioning pins601b and slot 609b. Mounting shaft 655b has two positioning pins 601bprotruding from mounting surface 667b. Pins 601b are shown engaging slot609b defined by mounting surface 637b of mounting plate 630b. Mountingsurfaces 667b and 637b are also shown in engagement. Pins 601b are fixedrelative to shaft 655b in an off-center relationship relative to therotational axis that coincides with rotational center 650b of gear 603b.Pins 601b may be an integral part of shaft 655b or connected theretousing any suitable means as would occur to those skilled in the art.Slot 609b follows a limited pathway represented by a line segment withthe reference numeral 660b in FIG. 16. Plate 630b is fixed relative toblock 22 using any suitable means that would occur to those skilled inthe art.

In one preferred assembly process, plate 630b is mounted to block 22 toestablish a predetermined spatial relationship between pathway 660b androtational center 54 of gear 50. Gear 603b is mounted to adjustablyintermesh with gears 50 and 200 by slidingly engaging pins 601b in slot609b. For any position of pins 601b along slot 609b, the spacing betweenrotational centers 54 and 650b is maintained to provide an acceptableminimal degree of backlash for the mesh between gears 603b and 50 inaccordance with the predetermined spatial relationship between pathway660b and rotational center 54. For the illustrated embodiment, pathway660b is represented by a generally straight segment that is generallyparallel to tangent line 610b; where line 610b is tangent to pitchcircle 612b for gear 50 and pitch circle 614b for gear 603b. In analternative embodiment, pathway 660b' is represented by a dashed line,and is curved and configured in the manner described in connection withpathway 660a' of mechanism 600a. The curvature is exaggerated to moreclearly depict pathway 660b'.

Pathway 660b is also oriented to provide a substantially greater degreeof spacing variation and corresponding backlash variation with respectto gear 200. Therefore, pins 601b may be moved along pathway 660b todetermine a position which minimizes backlash between gear 200 and 603bwhile not exceeding a desired level of backlash between gears 50 and603b. Once a position is selected, shaft 655b is fixed relative tomounting plate 630b and block 22 in a manner comparable to thatdescribed for plate 630a.

FIGS. 17 and 18 depict another idler gear adjustment mechanism 600c ofthe present invention. Mechanism 600c is illustrated as a substitute foridler gear 100 and mechanism 120 of system 20 with like referencenumerals representing like features. Mechanism 600c includes gear 603c,mounting shaft 655c, and mounting plate 630c that have been coupled toblock 22 previously described in connection with system 20. Gear 603cincludes gear wheel 613a described in connection with mechanism 600a.Likewise, gear 603c includes cylindrical bushing 619c to provide arotational bearing relationship between gear wheel 613c and shaft 655c.

Adjustment mechanism 600c has a guide 625c including pins 601c andshoulder 604c. Mounting plate 630c has two positioning pins 601cprotruding from mounting surface 637c. Pins 601c are shown engagingguide shoulder 604cdefined by mounting surface 667c of shaft 655c.Mounting surfaces 667c and 637c are also shown in engagement. Pins 601care fixed relative to plate 630c in an off-center relationship relativeto the rotational axis that coincides with rotational center 650c ofgear 603c. Pins 601c may be an integral part of plate 630c or connectedthereto using any suitable means as would occur to those skilled in theart. Shoulder 604c follows a pathway represented by a line segment withthe reference numeral 660c in FIG. 18. Plate 630c is fixed relative toblock 22 using any suitable means that would occur to those skilled inthe art.

In one preferred assembly process, plate 630c is mounted to block 22 toestablish a predetermined spatial relationship between pathway 660c androtational center 54 of gear 50. Gear 603c is mounted to adjustablyintermesh with gears 50 and 200 by sliding pins 601c against shoulder604c. For any position of pins 601c along shoulder 604c, the spacingbetween rotational centers 54 and 650c is maintained to provide anacceptable minimal degree of backlash for the mesh between gears 603cand 50 in accordance with the predetermined spatial relationship betweenpathway 660c and rotational center 54. For the illustrated embodiment,pathway 660c is represented by a generally straight segment that isgenerally parallel to tangent line 610c; where line 610c is tangent topitch circle 612c for gear 50 and pitch circle 614c for gear 603c. In analternative embodiment, curved pathway 660c' may be utilized asrepresented by the dashed line in FIG. 18. Preferably, pathway 660c' iscurved in the manner described for pathway 660a' of the mechanism 600a.The curvature of pathway 660c' is exaggerated to more clearly depict itin FIG. 18.

Pathway 660c is also oriented to provide a substantially greater degreeof spacing variation and corresponding backlash variation with respectto gear 200. Therefore, pins 601c may be moved along pathway 660c todetermine a position which minimizes backlash between gear 200 and gear603c while not exceeding a desired level of backlash between gear 50 andgear 603c. Once a position is selected, shaft 655c is fixed relative tomounting plate 630c and block 22 in a manner comparable to thatdescribed for plate 630a.

FIGS. 19 and 20 depict another idler gear adjustment mechanism 600d ofthe present invention. Mechanism 600d is illustrated as a substitute foridler gear 100 and mechanism 120 of system 20 with like referencenumerals representing like features. Mechanism 600d includes gear 603d,mounting shaft 655d, and mounting plate 630d that have been coupled toblock 22 previously described in connection with system 20. Gear 603dincludes gear wheel 613a described in connection with mechanism 600a.Likewise, gear 603d includes cylindrical bushing 619d to provide arotational bearing relationship between gear wheel 613a and shaft 655d.

Adjustment mechanism 600d has a guide 625d including positioning pins601d and guide walls 604d. Mounting plate 630d has two positioning pins601d projecting from mounting surface 637d that are oppositely disposedrelative to rotational center 650d. Pins 601d each engage acorresponding one of a pair of guide walls 604d defined by surface 667dof shaft 655d. Guide walls 604d are generally parallel to each other andare generally opposite each other. Surfaces 667d and 637d are also shownin engagement. Pins 601d are fixed relative to plate 630d in a generallysymmetric relationship about rotational center 650d of gear 603d. Pins601d may be an integral part of plate 630d or connected thereto usingany suitable means as would occur to those skilled in the art. Walls604d generally correspond to a pathway represented by a line segmentwith the reference numeral 660d in FIG. 20. Plate 630d is fixed relativeto block 22 using any suitable means that would occur to those skilledin the art.

In one preferred assembly process, plate 630d is mounted to block 22 toestablish a predetermined spatial relationship between pathway 660d androtational center 54 of gear 50. Gear 603d is mounted to adjustably meshwith gears 50 and 200 by sliding each pin 601d against a correspondingwall 604d. For any position of pins 601d along walls 604d, the spacingbetween rotational centers 54 and 650d is maintained to provide anacceptable minimal degree of backlash for the mesh between gears 603dand 50 in accordance with the predetermined spatial relationship betweenpathway 660d and rotational center 54. For the illustrated embodiment,pathway 660d is represented by a generally straight segment that isgenerally parallel to tangent line 610d; where line 610d is tangent topitch circle 612d for gear 50 and pitch circle 610d for gear 603d. In analternative embodiment, the pathway is represented by a dashed line inFIG. 20 with reference numeral 660d' and is curved in the mannerdescribed in connection with pathway 660a' of mechanism 600a. Thecurvature of pathway 660d' is exaggerated in FIG. 20 to more clearlydepict it.

Pathway 660d is also oriented to provide a substantially greater degreeof spacing variation and corresponding backlash variation with respectto gear 200. Therefore, pins 601d may be moved along pathway 660d todetermine a position which minimizes backlash between gear 200 and gear603d while not exceeding a desired level of backlash between gear 50 andgear 603d. Once a position is selected, shaft 655d is fixed relative tomounting plate 630d and block 22 in a manner comparable to thatdescribed for plate 630a.

FIGS. 21 and 22 depict another idler gear adjustment mechanism 600e ofthe present invention. Mechanism 600e is illustrated as a substitute foridler gear 100 and mechanism 120 of system 20 with like referencenumerals representing like features. Mechanism 600e includes gear 603e,mounting shaft 655e, and mounting rail 630e coupled to block 22 aspreviously described in connection with system 20. Gear 603e includesgear wheel 613a as described in connection with mechanism 600a.Likewise, gear 603e includes cylindrical bushing 619e to provide arotational bearing relationship between gear wheel 613a and shaft 655e.

Adjustment mechanism 600e has guide 625e including a channel 605e andrail 630e. Shaft 655e has mounting surface 667e that defines channel605e. Channel 605e receives rail 630e therein, engaging mounting surface637e of rail 630e with surface 667e. Channel 605e generally correspondsto a pathway represented by a line segment with the reference numeral660e in FIG. 22. Rail 630e is fixed relative to block 22 using anysuitable means that would occur to those skilled in the art.

In one preferred assembly process, rail 630e is mounted to establish apredetermined spatial relationship between pathway 660e and rotationalcenter 54 of gear 50. Gear 603e is adjustably mounted to mesh with gears50 and 200 by slidingly engaging rail 630e in channel 605e. For anyposition of rail 630e in channel 605e, the spacing between rotationalcenters 54 and 650e is maintained to provide an acceptable minimaldegree of backlash for the mesh between gears 603e and 50 in accordancewith the predetermined spatial relationship between pathway 660e androtational center 54. For the illustrated embodiment, pathway 660e isrepresented by a generally straight segment that is generally parallelto tangent line 610e; where line 610e is tangent to pitch circle 612efor gear 50 and pitch circle 614e for gear 603e. In an alternativeembodiment, the pathway is represented by the dashed line in FIG. 22with reference numeral 660e'; and is curved in the manner described inconnection with pathway 660a' of mechanism 600a. The curvature ofpathway 660e' is exaggerated in FIG. 22 to more clearly depict it.

Pathway 660e is also oriented to provide a substantially greater degreeof spacing variation and corresponding backlash variation with respectto gear 200. Therefore, rail 630e may be moved along channel 605e todetermine a position which minimizes backlash between gear 200 and gear603e while not exceeding a desired level of backlash between gear 50 andgear 603e. Once a position is selected, shaft 655e is fixed relative torail 630e and block 22 in a manner comparable to that described forplate 630a.

FIGS. 23 and 24 depict another idler gear adjustment mechanism 600f ofthe present invention. Mechanism 600f is illustrated as a substitute foridler gear 100 and mechanism 120 of system 20 with like referencenumerals representing like features. Mechanism 600f includes gear 603f,mounting shaft 655f, and guide plate 630f that have been coupled toblock 22 previously described in connection with system 20. Gear 603fincludes gear wheel 613a described in connection with mechanism 600a.Likewise, gear 603f includes cylindrical bushing 619f to provide arotational bearing relationship between gear wheel 613a and shaft 655f.

Shaft 655f has mounting surface 607f engaging a cheek 606f of plate630f. Cheek 606f generally extends along a pathway represented by a linesegment with the reference numeral 660f in FIG. 24. Plate 630f is fixedrelative to block 22 using any suitable means that would occur to thoseskilled in the art.

In one preferred assembly process, plate 630f is mounted to establish apredetermined spatial relationship between pathway 660f and rotationalcenter 54 of gear 50. Gear 603f is adjustably mounted to mesh with gears50 and 200 by engaging mounting surface 607f of shaft 655f against cheek606f in a sliding or rolling relationship. For any position of shaft655f along cheek 606f, the spacing between rotational centers 54 and650f is maintained to provide an acceptable minimal degree of backlashfor the mesh between gears 603f and 50 in accordance with thepredetermined spatial relationship between pathway 660f and rotationalcenter 54. For the illustrated embodiment, pathway 660f is representedby a generally straight segment that is generally parallel to tangentline 610f; where line 610f is tangent to pitch circle 612f for gear 50and pitch circle 614f for gear 603f. In an alternative embodiment, thepathway is represented by a dashed line in FIG. 24 with referencenumeral 660f'; and is curved in the manner described in connection withpathway 660a' of mechanism 600a. The curvature of pathway 660f' isexaggerated in FIG. 24 to more clearly depict it.

Pathway 660f is also oriented to provide a substantially greater degreeof spacing variation and corresponding backlash variation with respectto gear 200. Therefore, shaft 655f may be moved along cheek 606f todetermine a position which minimizes backlash between gear 200 and gear603f while not exceeding a desired level of backlash between gear 50 andgear 603f. Once a position is selected, shaft 655f is fixed relative toplate 630f and block 22 in a manner comparable to that described forplate 630a.

It should be understood that additional gears and different gear typesmay be used with mechanisms 600a, 600b, 600c, 600d, 600e, 600f(collectively designated mechanisms 600) as would occur to those skilledin the art. Moreover, various guide pathways may be established relativeto center 204 instead of 54 with a corresponding change in backlashadjustability. Further, it should be appreciated that the various pinsof mechanisms 600 may be joined by a bonding process, such as soldering,brazing, welding; by adhesive application; by threading, by a press-fitconnection, or through such other means as would occur to those skilledin the art. The pins are preferably cylindrical in shape, but otherembodiments may include pins with a different shape. Also various otherguide members, such as slots, shoulders, walls, and channels, ofmechanisms 600 may be machined, casted, or formed using techniques knownto those skilled in the art. Preferably, all parts for mechanisms 600are made from a metal or composite material suitable for heavy-dutydiesel engine applications.

It should also be appreciated that each mechanism 600 facilitatesassembly of a gear train with minimized backlash by constrainingbacklash variation between the idler gear and gear 54 to an acceptablelevel, and yet permitting generally independent adjustments to reducebacklash with gear 200. This feature makes it unnecessary to precisionmount gear 200 and thus improve assembly effectiveness in terms of timeand cost. Moreover, backlash reduction in accordance with the presentinvention generally provides a quieter, longer lasting gear train.

All publications, patents, and patent applications cited in thisspecification are herein incorporated by reference as if each individualpublication, patent, or patent application was specifically andindividually indicated to be incorporated by reference and set forth inits entirety herein.

While the invention has been illustrated and described in detail in thedrawings and foregoing description, the same is to be considered asillustrative and not restrictive in character, it being understood thatonly the preferred embodiment has been shown and described and that allchanges, modifications, and equivalents that come within the spirit ofthe invention as defined by the following claims are desired to beprotected.

What is claimed is:
 1. A gear train assembly for an engine,comprising:(a) a first scissor gear rotatably coupled to the engine,said first scissor gear having a first rotational center; (b) a secondscissor gear rotatably coupled to the engine, said second scissor gearhaving a second rotational center; and (c) an adjustable idler gearmechanism rotatably coupled to the engine, said mechanism including anidler gear forming a first mesh with said first scissor gear and asecond mesh with said second scissor gear, said idler gear having athird rotational center, said mechanism including a guide defining alinear pathway for slidable adjustment of said third rotational centertherealong, said pathway having a predetermined spatial relationshipwith said first rotational center to keep backlash between said firstscissor gear and said idler gear at a predetermined minimum for a rangeof positions of said third rotational center along said pathway, saidrange of positions simultaneously providing a substantially greaterrange of backlash adjustment between said idler gear and said secondscissor gear.
 2. The assembly of claim 1, wherein said guide includes apin and a slot, said slot defining said pathway and said pin slidinglyengaging said slot.
 3. The assembly of claim 1, wherein said pathway isgenerally straight.
 4. The assembly of claim 1, wherein said guideincludes a pair of guide walls defining said pathway, and a pair of pinseach slidingly engaging a corresponding one of said walls.
 5. Theassembly of claim 1, wherein said mechanism includes a guide shoulderdefining said pathway and a pair of pins engaging said shoulder.
 6. Theassembly of claim 1, wherein said mechanism includes a pin centeredabout a rotational axis corresponding to said third rotational center.7. The assembly of claim 1, wherein said mechanism includes a shaftengaging a cheek of a mounting plate.
 8. The assembly of claim 1,wherein said idler gear includes a shaft defining a channel and saidmechanism includes a rail engaging said channel.
 9. The assembly ofclaim 1, wherein said pathway is generally curvilinear.
 10. A method ofassembling a gear train, comprising:(a) mounting a first scissor gear;(b) mounting a second scissor gear; (c) providing an idler gear to forma first mesh with the first scissor gear and a second mesh with thesecond scissor gear; (d) moving the idler gear along a generally linearadjustment path defined by a mounting guide coupled to the idler gear,the linear adjustment path having a predetermined relationship to arotational center of the first scissor gear to maintain a minimumbacklash of the first mesh; and (e) mounting the idler gear in aposition along the linear adjustment path after said moving, theposition being selected to generally minimize backlash of the secondmesh while maintaining the minimum backlash of the first mesh.
 11. Themethod of claim 10, wherein the path is generally curvilinear.
 12. Themethod of claim 11, wherein the path is generally straight.
 13. Themethod of claim 10, wherein said moving includes selectively positioningthe idler gear along the adjustment path by sliding a pin disposedwithin a slot.
 14. The method of claim 10, wherein said moving the idlergear further includes selectively positioning the third gear along theadjustment path by sliding at least two pins along a shoulder.
 15. Themethod of claim 10, wherein said moving the idler gear includesselectively positioning the idler gear along the adjustment path bysliding a channel along an adjustment rail.
 16. The method of claim 10,wherein said moving the idler gear includes selectively positioning theidler gear along the adjustment path by rolling a shaft of the mountingguide along a cheek of an adjustment plate.
 17. The method of claim 10,wherein said moving the idler gear includes selectively positioning theidler gear along the adjustment path by sliding a pair of pinsoppositely disposed about a rotational center of the idler gear along apair of corresponding guide walls.
 18. A gear train assembly for anengine, comprising:(a) a first scissor gear rotatably coupled to theengine, said first gear having a first rotational center; (b) a secondscissor gear rotatably coupled to the engine, said second gear having asecond rotational center; and (c) an idler gear rotatably coupled to theengine to form a first mesh with said first gear and a second mesh withsaid second gear, said idler gear having a third rotational center andincluding a guide means for positioning said third gear along agenerally linear adjustment path, said idler gear being selectivelypositionable along said path to maintain a distance between said firstand third rotational centers within a predetermined range correspondingto a generally minimized backlash for said first mesh and to provide acorrespondingly adjustable separation distance range between said secondand third rotational centers to generally match backlash of said secondmesh to said minimized backlash of said first mesh.
 19. The gear trainassembly of claim 18, wherein said path is generally in the form of anarc that is equidistant from the first rotational center.
 20. The geartrain assembly of claim 19, wherein said path is generally straight. 21.The gear train assembly of claim 19, wherein said guide means includesat least one pin.